ARRANGEMENT OF TWO TURBOSHAFT ENGINES

Abstract

Two turboshaft engines are interwoven so as to exchange thermal energy by heat exchangers which improve their efficiency, without greatly increasing head losses since the pipes imposed to serve the exchangers are short and include a single bend.

Claims

1. An arrangement of turboshaft engines, comprising: two turboshaft engines, each of which comprises a cold section comprising one or more axial-flow or centrifugal-flow compressors, which may or may not be mechanically linked, upstream of a combustion chamber and a hot section comprising one or more axial-flow or inward-flow turbines, downstream of the combustion chamber, wherein the turboshaft engines are coupled by two heat exchangers, a first of the heat exchangers bringing an output airflow from the cold section of a first of the turboshaft engines into a heat exchanging relationship with an output gas stream from the hot section of a second of the turboshaft engines, and a second of the heat exchangers bringing the output gas stream from the hot section of the first of the turboshaft engines into a heat exchanging relationship with the output airflow from the cold section of the second of the turboshaft engines, rotational axes of the turboshaft engines are parallel and directions of stream flow along the turboshaft engines are opposite, each of the turboshaft engines comprises a power take-off device taking power from the turboshaft engines, wherein the arrangement further comprises a drive shaft connected to each of the power take-off devices by a respective mechanical transmission, each comprising a transmission shaft, the transmission shafts being in continuation of one another, and wherein the drive shaft extends between the transmission shafts and between main parts of the turboshaft engines in a direction that is perpendicular to the turboshaft engines, and each of the turboshaft engines comprises a free turbine in the hot section, without any mechanical link with the cold section, however comprising a power take-off shaft of the device taking power from the turboshaft engines.

2. The arrangement of turboshaft engines according to claim 1, wherein the arrangement constitutes a helicopter powerplant wherein the turboshaft engines are placed horizontally beneath a ceiling of the helicopter and the drive shaft is a propeller shaft.

3. The arrangement of the turboshaft engines according to claim 1, wherein each of the heat exchangers is placed between a last of the compressors and the combustion chamber of one of the turboshaft engines, and at an exhaust downstream of a last of the turbines of the other of the turboshaft engines.

4. The arrangement of turboshaft engines according to claim 1, wherein exhausts of the turboshaft engines are formed by bent pipes having a single bend, the bent pipe of each of the turboshaft engines crossing the other of the turboshaft engines.

5. (canceled)

6. The arrangement of turboshaft engines according to claim 1, wherein the power take-off shafts are parallel with opposite directions of rotation and with areas of power transmission that are spatially offset from one another.

Description

[0013] The different aspects, features and advantages of the invention will be better understood upon reading the detailed description of some of the embodiments thereof, which do not exclude others, given with reference to the following figures:

[0014] FIG. 1 is a diagrammatic view of the invention;

[0015] FIG. 2 shows a first possible embodiment thereof;

[0016] FIGS. 2A, 2B and 2C show certain possible alternative embodiments;

[0017] FIGS. 3, 4 and 5 show a second embodiment, respectively alone and from overhead and side views within a helicopter;

[0018] and FIGS. 6, 7 and 8 described hereinabove show known embodiments of turboshaft engines with an integrated heat exchanger. FIG. 1 is a general view of the invention. It shows two turboshaft engines 10 and 20, each of which comprises a cold section 11 or 21 upstream of a combustion chamber 12 or 22, and a hot section 13 or 23 downstream thereof. The cold sections 11 and 21 conventionally comprise compressors (in this case two compressors: one low-pressure compressor 14 or 24 and one high-pressure compressor 15 or 25), in addition to a heat exchanger 16 or 26; and the hot sections 13 and 23 comprise a high-pressure turbine 17 or 27, and a low-pressure turbine 18 or 28 downstream thereof. The cold sections 11 and 21, the hot sections 13 and 23 and the combustion chambers 12 and 22 form what is referred to as the main parts of the turboshaft engines 10 and 20.

[0019] The main parts of the turboshaft engines 10 and 20 are rectilinear, positioned side by side, in parallel but with gas streams flowing in opposite directions, and with an axial offset such that the combustion chamber 12 and/or 22 of each thereof extends essentially in front of the low-pressure turbine 28 or 18 of the other turboshaft engine 20 or 10. The exhausts, downstream of the last turbines, can thus be provided with bent pipes 19 and 29 which, by crossing the other turboshaft engine 20 or 10, pass the hot gases originating from the low-pressure turbines 18 and 28 through the heat exchanger 26 or 16 of the other turboshaft engine 20 or 10 and thus allow a large part of the heat thereof to be transferred to the cold streams entering the combustion chamber 22 or 12. The bent pipes 19 and 29 are short and, by imposing a simple change in the direction of the gases thanks to the single bend, result in low additional head losses.

[0020] This arrangement can be applied to electric power turbo-generation, which could be used in vehicles such as aircraft or land vehicles, in conjunction with a conventional drive system for propulsion. This application is described in FIG. 2. Each of the turboshaft engines 10 and 20 already described are thus used to drive an electric generator 30 or 31 by means of a device comprising a free turbine 32 or 33 in the bent pipe 19 or 29, immediately downstream of the low-pressure turbine 18 or 28 and upstream of the heat exchanger 16 or 26, and which drives a power take-off shaft 34 or 35 which leads to the electric generator 30 or 31. The free turbines 32 and 33, which in this case are the last turbines of turboshaft engines 10 and 20, are so called because they are devoid of any mechanical link with the other parts of the rotors of the turboshaft engines: in particular, they are linked neither to the other turbines, nor to the compressors. Most of the gas pressure energy is thus recuperated in this manner. As mentioned hereinabove, a large part of the heat energy thereof is recuperated in the heat exchangers 16 and 26 in order to improve the efficiency of the turboshaft engines 10 and 20. Other power take-off means can be considered, such as gearings, or means placed elsewhere on the turboshaft engines 10 and 20, which would, for example, exit laterally therefrom rather than in the continuation of the shafts connecting the turbines to the compressors.

[0021] FIG. 2A shows an alternative embodiment whereby the power take-off shafts are not directed in opposite directions from the free turbines 32 or 33, but instead in the same direction, where one thereof, given the reference numeral 36 instead of 35, passes through the turboshaft engine 20 with which it is associated by extending within a central clearance 53 thereof, which passes through the entire rotor thereof; the charges 30 and 31 can thus be neighbouring.

[0022] One evolution of this design, shown in FIG. 2B, would consist of replacing the charges 30 and 31 by a single charge 37, connected to the two power take-off shafts 34 and 36 by a gear box 38 so as to capture the power transmitted by these two shafts at the same time. FIG. 2C shows an alternative embodiment, wherein the power take-off shafts 34 and 35 are those shown in FIG. 2, but are both connected to a single output shaft 39 of a single charge 37 by spur gearings, or other power transmission members, spaced apart on this output shaft 39. Such an arrangement having two spur gearings could be adapted for the gearbox 38.

[0023] One characteristic embodiment of the invention will now be described with reference to FIGS. 3, 4 and 5. The device is applied in this case to the lift and propulsion of a helicopter 40. The turboshaft engines 10 and 20 are placed directly underneath the ceiling of the passenger compartment of the vehicle, surrounding the shaft 41 of the lift propeller 42 above the passenger compartment. As shown in FIG. 2, free turbines 32 and 33 are located in each of the bent pipes 19 and 29 of the turboshaft engines 10 and 20, and power take-off shafts 34 and 35 end outside of the turboshaft engines 10 and 20 and through which the power captured by the free turbines 32 and 33 can be collected. This is achieved by way of transmissions 43 and 44, each comprising, from the respective power take-off shaft 34 or 35, a spur gearing 45 or 46, a transmission shaft 47 or 48 and a bevel gearing 49 common to the two transmissions 43 and 44 and rigidly connected to the propeller shaft 41. The power take-off shafts 34 and 35 are parallel to one another and coaxial to the main parts of the turboshaft engines 10 and 20, upstream of the bent pipes 19 and 20, and to the shafts driving the compressors and the turbines as far as the low-pressure turbine 18. The transmission shafts 47 and 48 are parallel to the power take-off shafts 34 and 35 and extend between one another and in the continuation of one another, as far as a central region of the device that surrounds the turboshaft engines 10 and 20. The propeller shaft 41 passes into this central region by extending perpendicularly to the main plane wherein the turboshaft engines 10 and 20 extend (this plane is horizontal in the present application for a helicopter, and the propeller shaft 41 is vertical when the helicopter is not inclined). The bevel gearing 49 comprises a wheel 50 rotating the propeller shaft 41, and two toothed pinions 51 and 52 integral with the transmission shafts 47 and 48 and both meshing with the wheel 50. Thanks to this arrangement, the propeller shaft passes between the turboshaft engines 10 and 20 and in particular the main parts thereof, between the bent pipes 19 and 29, and between the axes of the power take-off shafts 34 and 35; it extends in a direction perpendicular to these components, which are all horizontal. The arrangement is thus very compact. It can be entirely symmetric, whereby the transmission shafts 47 and 48 are in the continuation of one another; they thus rotate in opposite directions of rotation to one another, as do the power take-off shafts 34 and 35 and the rotors of the turboshaft engines 10 and 20; this is compatible with similar turboshaft engines 10 and 20 since they are oriented in opposite directions.

[0024] The start-up of the turboshaft engines 10 and 20 causes the free turbines 32 and 33, and the transmission shafts 47 and 48 to rotate such that the transmissions 43 and 44 jointly drive the propeller shaft 41. In the event that one of the two turboshaft engines 10 and 20 should fail, the device allows the power required by the helicopter to be maintained, however with a lower thermal efficiency than for nominal operation. In such a critical situation, the savings procured by the remaining turboshaft engine are of no import.

[0025] One advantage specific to this arrangement is the possibility of using the defective turboshaft engine, even if a fuel flow thereto is cut off. With reference to FIG. 2, in the event of a malfunction on the turboshaft engine 20 and if the fuel flow thereto is cut off, the turboshaft engine 10 still operates at full power. As a result, in the heat exchanger 16, heat exchange takes place between the hot stream exiting the turbine 32 and the cold stream from the turboshaft engine 20 (a very low mass flow rate). As a result, the turboshaft engine 20 will only be set in motion by the energy transfer in the heat exchanger 16. Depending on the performance levels of the heat exchanger 16 (in terms of efficiency and head loss), the free turbine 33 can be made to generate useful mechanical power if it is not slowed by a dedicated device, without burning fuel in the chamber of the turboshaft engine 20. In this degraded operating mode, the turboshaft engine 20 becomes an auxiliary energy recuperation system of the turboshaft engine 10. Thus, the device of the invention can operate in multi-rotor or single-rotor mode to propel the helicopter 40.

[0026] The aforementioned embodiment would be suitable for other applications that differ from the propulsion of a helicopter and the generation of electrical energy.

[0027] The turboshaft engines of the different embodiments can be similar, as shown herein, or different.